Method and device for determining wheel slip information of an electrically driven wheel of a motor vehicle

ABSTRACT

A method and a device for determining wheel slip information of an electrically driven wheel of a motor vehicle, according to which during travel, the speed (nE-motor) of an electric motor driving the wheel is detected and the detected speed (nE-motor) of the electric motor is used to determine the wheel slip information.

The invention relates to a method for determining wheel slip information of an electrically driven wheel of a motor vehicle, in particular after a failure of a wheel speed sensor assigned to said wheel, according to the type specified in claim 1, and to a device for carrying out the method according to claim 9.

To ensure vehicle stability or steerability of a motor vehicle even on slippery surfaces, information regarding the slip on the wheel is necessary. Today's ABS/ESC systems use wheel speed information to ascertain which wheel is slipping and by how much.

Currently, if one or more wheel speed sensors fail, this is indicated to the driver (warning by ABS/ESC light) and the driver is responsible for safely driving or parking the vehicle. In terms of the functioning of piloted or (partially) autonomous driving in particular, this would have the consequence that the piloted or (partially) autonomous driving function would have to be deactivated for a short time, because the lack of information about the wheel slip could place the vehicle in a safety-critical driving situation that can no longer be mastered by the system.

The object of the invention is to specify a method by which, in the event of failure of a wheel speed sensor, backup information about the liability situation (slip) of the wheels of the motor vehicle can be generated.

This object is achieved by the features of claim 1.

Dependent claims 2 to 8 specify advantageous developments of the method according to the invention.

According to the method for determining wheel slip information of an electrically driven wheel of a motor vehicle, the speed of the electric motor detected while the motor vehicle is traveling is used to determine the wheel speed.

The method according to the invention now advantageously ensures that backup slip information can be generated even in the event of failure of a wheel speed sensor. In other words, redundant wheel slip information is made available by the method according to the invention. This has the positive effect that, since backup slip information is now available, deactivation is not absolutely necessary in the case of piloted or (partially) autonomous driving.

According to a first embodiment, an electric motor is assigned to each wheel of the motor vehicle, i.e., each wheel of the motor vehicle is driven by a separate electric motor. In this case, the method according to the invention provides that, to determine or generate the backup wheel slip information from the speed, detected during travel, of the electric motor nE-motor and from the gear ratio i_(G), assuming gearing is arranged between the output shaft of the electric motor and the drive shaft of the wheel, a theoretical wheel speed n_(wheel,theo) of the wheel is determined according to the formula

$n_{{wheel},{theo}} = \frac{n_{E\text{-}{Motor}}}{i_{G}}$

is determined. If no gearing is arranged between the output shaft of the electric motor and the drive shaft of the wheel, i_(G)=1 should be used in the above equation. The current vehicle speed V_(vehicle) of the motor vehicle, likewise detected while the motor vehicle is traveling, is then used to determine a theoretical actual wheel speed n_(wheel,actual) of the wheel according to the formula

$n_{{wheel},{actual}} = {{\frac{V_{vehicle}}{\pi \; d_{wheel}}\mspace{14mu} {wherein}\mspace{14mu} d_{wheel}} = {{diameter}\mspace{14mu} {of}\mspace{14mu} {the}\mspace{14mu} {wheel}}}$

In a final step, a comparison comparing the determined theoretical wheel speed n_(wheel,theo) with the determined actual wheel speed n_(wheel,actual) is performed in a regulating/control unit. If the comparison shows that the determined theoretical wheel speed n_(wheel,theo) deviates significantly from the determined actual wheel speed n_(wheel,actual), it is determined as wheel slip information that the wheel in question is slipping.

According to a second embodiment, the wheels of an axle are driven by a common electric motor and an axle differential is arranged between the wheels of the axle. The gear ratio of the axle differential is referred to in the following as i_(A). Optionally, gearing having the gear ratio i_(G) may also be arranged between the output shaft of the electric motor and the input shaft to the axle differential (assuming no gearing=>i_(G)=1). In this case, the method provides that, to determine or generate the backup wheel slip information, in addition to detecting the speed of the electric motor nE-motor while the motor vehicle is traveling, a speed difference Δn between the wheels of the axle caused by the axle differential is also detected, and that the detected speed nE-motor of the electric motor, the detected speed difference Δn, the axle differential ratio i_(A), and, if gearing is provided, the gear ratio i_(G) for both wheels of the axle are used to determine a theoretical wheel speed n_(wheel,theo) according to the formula

$n_{{wheel},{theo}} = {\frac{1}{2}\left( {\frac{n_{E\text{-}{Motor}}}{i_{G}i_{A}} \pm {\Delta \; n}} \right)}$

In a subsequent step, the theoretical actual wheel speeds of the wheels n_(wheel,actual) of the axle are determined from the current vehicle speed V_(vehicle) detected while the motor vehicle is traveling. This is accomplished using the formula:

$n_{{wheel},{actual}} = {{\frac{V_{vehicle}}{\pi \; d_{wheel}}\mspace{11mu} {wherein}\mspace{14mu} d_{wheel}} = {{diameter}\mspace{14mu} {of}\mspace{14mu} {the}\mspace{14mu} {wheel}}}$

A comparison comparing the determined theoretical wheel speed n_(wheel,theo) of the wheels of the axle with the determined theoretical actual wheel speed n_(wheel,actual) is then performed in a regulating/control unit. If the comparison shows that the determined theoretical wheel speed n_(wheel,theo) of one or both wheels deviates significantly from the determined actual wheel speed n_(wheel,actual), the determined wheel slip information is that the wheel in question or both wheels of the axle are slipping.

The speed difference Δn between the wheels of an axle can be detected in a variety of ways, e.g., by a separate sensor provided specifically for this purpose. Alternatively, the speed difference Δn may also be calculated based on other, additional backup information that is available, e.g. such that, since the wheel speed sensors of the wheels of an axle typically do not fail at the same time and therefore reference information on the axle is available, the speed difference Δn is determined from the speed of the input shaft to the axle differential and the backup information from the wheel speed sensor that is still operating.

In the two described embodiments, the determined theoretical wheel speeds of the wheels of an axle are preferably also compared with one another. If the comparison for the wheels of an axle shows, for example, that n_(wheel,left,theo)>n_(wheel,right,theo), in the case of acceleration or travel at a constant speed this is an indication that the left wheel is slipping and must be braked, or in the case of deceleration, i.e., active braking or motor thrust/recuperation, this is an indication that the right wheel is blocked and pressure must be released from the brake or the motor thrust/the recuperation must be halted.

The speed of the electric motor is preferably determined from the current profile and/or the voltage drop and/or from information about control of the motor. An alternative embodiment provides for determination of the speed of the electric motor via a sensor, e.g., in the form of a Hall sensor.

According to a further advantageous embodiment of the method according to the invention, a significant deviation of the determined theoretical wheel speed n_(wheel,theo) from the determined actual wheel speed n_(wheel,actual) is present if the following applies to the wheel speeds:

n _(wheel,actual)≤0.9n _(wheel,theo) or n _(wheel,actual)≥1.1n _(wheel,theo)

The object of the invention is further to specify a device for carrying out the method for determining wheel slip information of an electrically driven wheel of a motor vehicle.

This object is achieved by claim 9.

Dependent claims 10 to 12 specify advantageous developments of the device.

The device according to the invention for determining wheel slip information of an electrically driven wheel of a motor vehicle comprises an electric motor for driving the wheel, a wheel speed sensor assigned to the wheel, and means for detecting the speed of the electric motor. The device further comprises a regulating/control unit, to which the current motor vehicle speed and the output signals of the wheel speed sensor assigned to the wheel are provided as input signals. According to the invention, the data collected about the speed of the electric motor are also provided as a further input variable to the regulating/control unit.

The provision of the information about the speed of the electric motor as a further input variable to the regulating/control unit now advantageously enables the determination of redundant wheel slip information.

The means for detecting the speed of the electric motor are preferably configured to generate the speed of the electric motor from the current profile and/or the voltage drop and/or from information about control of the motor.

An alternative embodiment provides that the means for detecting the speed of the electric motor are configured in the form of a separate sensor.

Further advantages and possible uses of the present invention will be apparent from the following description in conjunction with the exemplary embodiment depicted in the drawing.

In the drawing:

FIG. 1 is a schematic representation of a motor vehicle designed to illustrate the method for determining redundant wheel slip information of an electrically driven wheel of a motor vehicle.

FIG. 1 shows a schematic representation of a motor vehicle designated as a whole by reference number 10. In the present case, the rear wheels 12-1 and 12-2 are driven by an electric motor 14, and the wheels 12-3 and 12-4 of the front axle are not driven. Between the wheels 12-1, 12-2 of the rear axle, an axle differential designated by reference number 16 is arranged in a known manner. In addition, each wheel 12-1, 12-2, 12-3, 12-4 of the motor vehicle 10 is assigned a wheel speed sensor 18-1, 18-2, 18-3, and 18-4, in order to determine which wheel is slipping and by how much. The system is controlled based on this information, i.e., the wheel that is slipping is typically braked.

If, e.g., wheel speed sensor 18-1 should fail, slip control of the wheel 12-1 would no longer be possible. As a consequence, particularly with respect to future functions such as piloted or (partially) autonomous driving, for example, such functions would have to be deactivated at least for a short time, because the failure of the wheel speed sensor 18-1 on wheel 12-1 would mean that slip control is no longer possible, and thus the motor vehicle 10 might be placed in a safety-critical driving situation.

This is exactly where the invention comes in: As shown in FIG. 1, a regulating/control unit 20 is provided, to which the output signals of the wheel speed sensors 18-1, 18-2, 18-3, and 18-4 are provided as input variables, along with the current vehicle speed V_(vehicle) (cf., reference number 22), the speed nE-motor of the electric motor 20 (cf., reference number 24), and the speed difference Δn between the wheels 12-1, 12-2 of the rear axle (cf., reference number 26) caused by the axle differential 16, as indicated schematically.

For the following explanation of the method, it is assumed that the wheel speed sensor 18-1 assigned to the left rear wheel 12-1 has failed.

In a first method step, the regulating/control unit 14 then calculates the theoretical wheel speed n_(wheel,left,theo) of the left rear wheel 12-1 that is induced by the power output from the electric motor 16:

$n_{{wheel},{left},{theo}} = {\frac{1}{2}\left( {\frac{n_{E\text{-}{motor}}}{i_{G}i_{A}} \pm {\Delta \; n}} \right)}$

wherein in the present case, since no gearing is arranged between the electric motor 16 and the axle differential, i_(G)=1 and the value of the axle differential ratio i_(A) is stored in the control unit.

In a second step, the theoretical actual wheel speed n_(wheel,left,actual) of the left rear wheel 12-1 is determined in the regulating/control unit 14 from the vehicle speed V_(vehicie):

$n_{{wheel},{left},{actual}} = \frac{V_{vehicle}}{\pi \; d_{wheel}}$

wherein the diameter of the wheel d_(wheel) is stored as a value in the control unit.

In a third step, the determined wheel speeds of the left rear wheel 12-1 are then compared in the regulating/control unit 14 to determine backup wheel slip information, i.e., the determined theoretical wheel speed n_(wheel,left,theo) is compared with the determined theoretical actual wheel speed n_(wheel,left,actual).

In the present case, the comparison has shown that for wheel 12-1, the actual wheel speed n_(wheel,left,actual) is greater by a factor of 2 and thus significantly greater than the theoretical wheel speed n_(wheel,left,theo).

Based on the ascertained, significantly increased actual wheel speed n_(wheel,left,actual) of the left rear wheel 12-1, it is then determined as backup slip information that the wheel 12-1 is spinning and is thus slipping, and as a consequence, the regulating/control unit initiates a slip control by braking the affected wheel 12-1.

Thus, as described, the method according to the invention enables backup slip information to be generated, in particular even after a wheel speed sensor fails. 

1-12. (canceled)
 13. A method for determining wheel slip information of an electrically driven wheel comprising: a motor vehicle, according to which during travel, the speed (n_(E-motor)) of an electric motor driving the wheel is detected and the detected speed (n_(E-motor)) of the electric motor is used to determine the wheel slip information.
 14. The method according to claim 13, wherein each electrically driven wheel is assigned a separate electric motor, wherein a theoretical wheel speed (n_(wheel,theo)) of the wheel is determined from the detected speed (n_(E-motor)) of the electric motor and from the gear ratio (i_(G)), and in that an actual wheel speed (n_(wheel,actual)) of the wheel is determined from the current driving speed (V_(vehicle)) of the motor vehicle, wherein if the theoretical wheel speed (n_(wheel,theo)) of the wheel deviates from the actual wheel speed (n_(wheel,actual)) of the wheel, it is determined as wheel slip information that the wheel is slipping.
 15. The method according to claim 13, wherein the wheels of an axle are driven via a common electric motor and an axle differential, and a speed difference (Δn) between the wheels of the axle caused by the axle differential is detected, wherein a theoretical wheel speed (n_(wheel,theo)) is determined from the detected speed (n_(E-motor)) of the electric motor, the speed difference (Δn), and the gear ratio and axle differential ratio (i_(G), i_(A)) for both wheels of the axle, and in that an actual wheel speed (n_(wheel,actual)) of the wheels of the axle is determined from the current driving speed (V_(vehicle)) of the motor vehicle, wherein if the theoretical wheel speed (n_(wheel,theo)) of one or both wheels deviates from the actual wheel speed (n_(wheel,actual)), it is determined as wheel slip information that the wheel in question or both wheels of the axle is/are slipping.
 16. The method according to claim 13, wherein the speed (n_(E-motor)) of the electric motor is determined from the current profile and/or the voltage drop and/or from information about control of the motor.
 17. The method according to claim 13, wherein the speed (n_(E-motor)) of the electric motor is determined via a sensor.
 18. The method according to claim 14, wherein the theoretical wheel speed (n_(wheel,theo)) of the wheel is calculated according to the formula $n_{{wheel},{theo}} = \frac{n_{E\text{-}{Motor}}}{i_{G}}$ and the actual wheel speed (n_(wheel,actual)) of the wheel is calculated according to the formula ${n_{{wheel},{actual}} = \frac{V_{vehicle}}{\pi \; d_{wheel}}},{{{wherein}\mspace{14mu} d_{wheel}} = {{diameter}\mspace{14mu} {of}\mspace{14mu} {the}\mspace{14mu} {{wheel}.}}}$
 19. The method according to claim 15, wherein the theoretical wheel speed (n_(wheel,theo)) of the wheels of the axle is calculated according to the formula $n_{{wheel},{theo}} = {\frac{1}{2}\left( {\frac{n_{E\text{-}{motor}}}{i_{G}i_{A}} \pm {\Delta \; n}} \right)}$ and the actual wheel speed (n_(wheel,actual)) of the wheels of the axle is calculated according to the formula ${n_{{wheel},{actual}} = \frac{V_{vehicle}}{\pi \; d_{wheel}}},{{{wherein}\mspace{14mu} d_{wheel}} = {{diameter}\mspace{14mu} {of}\mspace{14mu} {the}\mspace{14mu} {{wheel}.}}}$
 20. The method according to claim 15, wherein the actual wheel speed (n_(wheel,actual)) deviates from the theoretical wheel speed if the following applies to the wheel speeds: n _(wheel,actual)≤0.9n _(wheel,theo) or n _(wheel,actual)≥1.1n _(Rad,theo).
 21. A device for determining wheel slip information of an electrically driven wheel of a motor vehicle, comprising: an electric motor for driving the wheel, a wheel speed sensor assigned to the wheel, means for detecting the speed (n_(E-motor)) of the electric motor, and a regulating/control unit, wherein the current motor vehicle speed (V_(vehicle)), the output signals of the wheel speed sensor, and the speed (n_(E-motor)) of the electric motor are provided as input signals to the regulating/control unit.
 22. The device according to claim 21, wherein if the wheels of an axle are driven via a common electric motor and an axle differential, a speed difference (Δn) between the wheels of the axle, caused by the axle differential, is provided as a further input variable to the regulating/control unit.
 23. The device according to claim 21, wherein the means for detecting the speed of the electric motor are configured such that the speed (n_(E-motor)) of the electric motor can be determined from the current profile and/or voltage drop and/or from information about control of the motor.
 24. The device according to claim 21, wherein the means for detecting the speed of the electric motor are configured in the form of a sensor.
 25. The method according to claim 14, wherein the speed (n_(E-motor)) of the electric motor is determined from the current profile and/or the voltage drop and/or from information about control of the motor.
 26. The method according to claim 15, wherein the speed (n_(E-motor)) of the electric motor is determined from the current profile and/or the voltage drop and/or from information about control of the motor.
 27. The method according to claim 14, wherein the speed (n_(E-motor)) of the electric motor is determined via a sensor.
 28. The method according to claim 15, wherein the speed (n_(E-motor)) of the electric motor is determined via a sensor.
 29. The method according to claim 16, wherein the actual wheel speed (n_(wheel,actual)) deviates from the theoretical wheel speed if the following applies to the wheel speeds: n _(wheel,actual)≤0.9n _(wheel,theo) or n _(wheel,actual)≥1.1n _(wheel,theo).
 30. The device according to claim 22, wherein the means for detecting the speed of the electric motor are configured such that the speed (n_(E-motor)) of the electric motor can be determined from the current profile and/or voltage drop and/or from information about control of the motor.
 31. The device according to claim 22, wherein the means for detecting the speed of the electric motor are configured in the form of a sensor.
 32. The device according to claim 23, wherein the means for detecting the speed of the electric motor are configured in the form of a sensor. 